If you used the MAP sensor... Coolant and Intake Temperature Sensors. There's basically an unlimited number of applications where we can use these sensors. So particularly with some sensors used for oil temperature measurement we want to be able to measure above 100 degrees centigrade, it's not uncommon to see our oil temperature reach 130, 140 or even higher. So we're gonna use these a little bit later on for our NTC sensor. I'm not online with the G4 Plus at the moment but let's jump across to our Motec M1 platform here, we're online with our Toyota 86 development car, and we'll look at a couple of values here. OK we'll go through to cal table one, and we'll have a look at how this is set up. Generally you can do it while the oil is heating up and also, while it's gonna take a lot longer, we can do it as it comes back down in temperature as well and we should find that our resistance or voltage readings are very very similar. Check engine light turned on and i pulled code 14 for a bad tps. Resetting TPS/Throttle Position Sensor Calibration - posted in Engine: Anyone knows the procedure to re-calibrate the Throttle position sensors ? It's a good idea if you want to really double check your work there and double check and make sure everything's as accurate as it can be that we do this twice. So the way the negative temperature coefficient sensor works, as its name implies, as the temperature that the sensor is exposed to increases, we're going to find that the resistance of the sensor decreases. Now the problem with this is we have a full 2D table with fixed break points. And if we look at the linearisation which in Syvecs speak is the calibration table, we've got our voltage input here on the bottom, that's the table that we're seeing here, 2D table, and graphically we're seeing that represented above. So if we go to cal table one, there's some basic setups we can do here, first of all we can give the particular sensor we're calibrating a label, so in this case I've called it gearbox temperature. Almost always these sensors are going to require a regulated five volt supply but of course the data sheet for the sensor is also going to tell you what you need there. replaced the old tps just need to know how to calibrate the new one. So all we want to do there is substitute the voltage value for where we have x in our formula, and that'll show us what our manifold absolute pressure is. But in some instances we may get a situation where we don't have a sensor that gives us a nice output calibration of 0.5 to 4.5 volts like that, and we may be forced to extrapolate that data to actually suit the table that we've got to enter information into in our ECU. So this is really incredibly easy if we understand some real basic electronics here and we understand ohms law. One of the most important pre-start configuration tasks with any ECU is to ensure that the sensors wired to the ECU are configured correctly and reading accurately. Then we have our ground point, our zero volt reference. This is the data that we're going to use to calibrate the sensor into the ECU. OK we're going to move into some questions and answers shortly so if you do have any questions that have cropped up, please ask those in the chat and we'll move on and deal with those really soon. Remember it is just ohms law, it's really really easy to do and that will get you through calibrating that particular input. So what this does, let's just have a quick look at a pull up resistor, if we can jump across to my laptop screen again. So I've just swapped across to our Excel spreadsheet here and I just wanna show you how we can use this data. You wanna make sure that again you've got that in the correct place as well. For this reason we find that our ECUs will have dedicated five volt sensor supply pins. So it's simply a really basic application of ohms law there. If we were looking at another sensor, maybe for our engine coolant temperature, it would be sensible if the sensor went faulty, to default to an engine coolant temperature that was high enough to run our engine cooling fan, so we might want to default to maybe 100 degrees centigrade or something like that. So really easy trick to keep in mind, really easy concept to keep in mind if you do ever need to convert between a resistance and a voltage there. Alright let's just head back across to my notes. He mentioned that M1.3 cars have 3 wires, and that at WOT there should be continuity between the brown/black and ground. These thermocouples themselves output a very very small voltage so they're useless to the ECU directly and in order to get some useful data out of them we run the thermocouple into a thermocouple amplifier, the thermocouple amplifier then takes the input from the thermocouples, scales it, and outputs it in a zero to five volt format that the ECU can make sense of. Likewise we could also check our coolant temperature here. We've gone through to our calibration table here, we'll just full screen that. Please enter your details below to sign into your account, Please enter your details below to register for an account, This email is already in use. And we can choose our output units, in this case we are measuring in pressure so we can choose to either measure in kPa or psi, let's choose psi here, use an imperial value. Let's look at this particular sensor though, water pressure. Now the important point with those calibration points, you'll notice that they are 0.5 and 4.5 volts, this gives a little bit of headroom at the bottom voltage scale of the sensor as well as the top, and this allows for some fault detection by the ECU. Then push the TPS in and turn it towards the screw holes. So again inside the ECU. With TPMS Button. First of all just to graphically demonstrate this, I've graphed the output there from our MAP sensor on the right hand side, so it's nothing particularly special, we've got two points, clearly it's going to be a straight line. Now if we select from our drop down menu, we can select the function we're going to be applying here, and what I'm going to do is just select a general purpose pressure, doesn't really matter what it is. This pre-loads the TPS with a … So remember at point A, 0.5 volts, we're zero psi. So our selection there is as simple as just choosing that sensor and we're away. Now if we get to a situation where those voltage points, those voltage break points don't match the table in our ECU and we can't manipulate the break points on the table, all is not lost, we can still come up with values. And why that becomes an issue is because we were in this case fitting a Link three bar MAP sensor. So if we move down I've also graphed that, and this is our voltage versus temperature graph. Another important point here is if you really want to be able to compare accurately, two temperatures on the engine, so a good example here is on our Toyota 86, where we're looking at the temperature gain across the compressor of the turbo charger, we want to really use the same sensor. But it's also at the same time going to affect the accuracy of the temperature information going to the stock ECU. So let's just start by, we'll head back to our voltage divider, and this is really the key to understanding how this works. Open the Tools menu: tools_menu Select your MAP Sensor from the drop down list. And generally what we're going to do is note that down in 10 degree centigrade increments. We can apply a label here for the particular sensor. I've actually had the engine running, so one of the good ways of checking this is that when the engine is cold, so first thing in the morning when it's been sitting for a long time, if our sensors are all calibrated correctly, we should see that our engine coolant temperature, our oil temperature, and our intake air temperature are all reasonably close. How To Reset Ford F150 TPMS Tire Pressure Sensor Light (2008-2020) – The Ford F-Series is a series of pick-up trucks from the American car group Ford produced since 1948. Then we've got our error values, so this is what the sensor is going to default to. Likewise if we go through the formula we find, if we go all the way through to five volts, we have 3166 millibars at five volts, and then we can simply highlight the entire graph, we'll just select math and then we'll select interpolate and then x and that will give us a linear interpolation between those points. Alright thanks everyone for joining us, and I look forward to seeing everyone next week. Whereas if we're looking at an analog voltage output sensor such as our manifold absolute pressure sensor, we'll be able to see that they have three terminals. While there are a wide range of sensors that work with a zero to five volt output, another common one that we may come across is a thermocouple amplifier which is used with thermocouples such as exhaust gas temperature sensors. So often it's very difficult if not impossible to control these automatic transmissions with an aftermarket ECU. And what I've done is I've just called this water pressure. So in this case the ECU has four dedicated analog temperature channels which have those internal pull up resistors. Normally these will be at 0.5 volts and 4.5 volts. So this is a zero to five volt sensor and it outputs a voltage that's relative to the pressure that the sensor is measuring. Locate the TPS on the throttle body near the air intake hose. So this is the actual sensor itself. Alright I'm just going to head back across to my notes now. One of the most important pre-start configuration tasks with any ECU is to ensure that the sensors wired to the ECU are configured correctly and reading accurately. And you can see that the shape of this graph is very very non linear. Edited by tripleJs15, 20 December 2011 - 11:31 AM. We use cookies to improve your experience on this website and so that ads you see online can be tailored to your online browsing interests. Now let's just jump across though before we do that to our Link G4 Plus software again. We can obviously set this to whatever we want it to be. And we've got our output values. So we want to give a little bit of though to this as well. So we should at least know if we're within a few degrees of that temperature. So I'm just gonna go through a couple of walkthroughs here of examples. So in this case if we use oil that'll allow us to extend the temperature range that we're testing. If these are not the color of the wires on your vehicle let me know. The key to success is understanding the threshold issues during calibration. 4) Measure the resistance in the TPS according to the BGB or Haynes manual. Does the number we're seeing make sense? With a pressure sensor or any sensor that has three pins, and is relying on a regulated five volt supply, these definitely need to be wired to the correct terminal. Again we can double click there and we can simply pull up the sensor that we're using from the list. When we've got that digital number in front of us, it's often very easy to be sucked into believing that that number is absolutely accurate. Now of course if the supply voltage to the sensor changes, then the output from that sensor is also likely to wander around and this is going to affect the accuracy of the sensor. We use data about you for a number of purposes explained in the links below. And that's exactly what we've done there in the Syvecs, we've gone through and generated a manifold absolute pressure value at zero volts and we've done the same at five volts, and then we've used a linear interpolation to achieve that. We'll just move back though and we'll have a look at those high and low values. So there's a couple of ways of doing that. Then of course we've got our output units, in this case we were looking at degrees c, and we can set up break points for our table. Altern… Remove the two 12mm bolts and nuts to access the TPS. We've got our manifold pressure on the vertical axis, and we have our voltage from the sensor on the x axis. The TPS should read between 4.0 and 5.5 volts. OK so we'll start with discussing the two main types on sensor that we use, and these are the ones that we're going to be focusing on today. We're going to go through it the hard way though, because we want to see how this can be done if we've got an unusual sensor that isn't defined in our ECU. Likewise if we're looking at our temperature sensors, as I've already mentioned, if we haven't started the engine, if it's been sitting for overnight or for several hours, we should find that our temperature sensors read reasonably close to each other and reasonably close to our ambient temperature. Then we're actually going to get stuck in and look at the sensor calibration and we'll have a look at a few examples in the Link G4 Plus, the Motec M1, and also the Syvecs ECU. Now what we can do here is use Excel to create a trend line and basically a slope and intersect for that particular line which I've done here. So we go back to our Syvecs and that's the value that we have there at zero volts. To remove the old TPS, first disconnect the throttle position sensor wiring harness. The important thing to note here is the graph that we've got of the resistance of the sensor versus temperature. - It's Andre from the High Performance Academy. The sensor selected will be the Coolant Temperature Sensor. Generally what we're going to find is that the ECU manufacturer will supply a number of high current power grounds for the ECU. Past GTR Cars: (I dislike when people list unrelated Sh*tboxes they owned 20 years ago), This is not recommended for shared computers. Thanks in advance. We've got our manifold absolute pressure sensor output being displayed here, I've just circled it in red. In this case we're going to start at minus 20 degrees and we're going to move in 10 degree steps. Steps on How to Calibrate Throttle Position sensor Idle Air Volume Learning (Throttle Position Learning) Step 1 Make that the accelerator pedal is completely released or free, then turn “ ON” ignition switch and wait for 3 seconds. So in real simple terms here, what we can do if we take the total resistance that we've got, so in other words we add our pull up resistor of 1000 ohm to whatever the resistance being provided by our NTC thermistor is, and we divide our voltage by our resistance, we're going to get the total current flowing through that particular circuit, any particular time. This must be done using the throttle body and TPS used on the engine. Difference here, this is respective to the Link G4 Plus brand, the Cal tables allow us to calibrate a non linear sensor. So a really common example here would be a generic manifold absolute pressure sensor, I've got here a generic GM three bar sensor which is a very common sensor used for measuring manifold pressure. Several functions may not work. Now ultimately it is the voltage that we're actually interested in though, that's what we're often going to find that we need to calibrate our ECU's analog temperature inputs in rather than in resistance forms. So here I've got one of the common Bosch fluid temp sensors. In this webinar we’ll discuss some of the most common sensors we use and look at how to correctly calibrate them inside the ECU. So we've got our error low value as zero volts. Now all we're doing here is instead of having this internal with the ECU, we would wire this externally. Please re-enable javascript to access full functionality. So every sensor that we use here, these low cost sensors do have some tolerance, and one of the common Bosch inlet air temperature sensors that I looked at the data for before this webinar shows that at 20 degrees centigrade it produces an output of 2400 ohms plus or minus 5.4%. This is for a high speed intake air temperature sensor that measures between minus 40 degrees and 300 degrees centigrade. So it's always a good idea to make sure, as a first step in our configuration that all of our sensor calibrations are correct. The most popular variant of the series is the F-150. Unfortunately this now shows up in red which makes it a little bit difficult to actually read. And these use an internal regulator chip inside the ECU to make sure that the voltage that is supplied to that pin is very accurately controlled to five volts and this again allows the sensors to do the job that they're designed to do. OK so once we've got that data, in this case we're using this data in our Motec M1 ECU for a turbo outlet temperature sensor. So we want to make sure that electrically everything in the car is in good condition there. Use the the navigation button to scroll, and the SEL/RESET button to select. We can see that's currently reporting 19.3 degrees. Now the way the NTC temperature sensor works though is quite different, so if we can just jump across to my laptop screen, we're going to be coming back and having a look at this particular data in a little bit more detail shortly. And we end up from our variable resistance with a voltage output at that pin to the ECU. So we've looked already on our M1 ECU at our manifold absolute pressure sensor reading, these are generally pretty easy to get an idea, if we're pretty close we should be seeing somewhere around our barometric air pressure, which depending on our current altitude and our atmospheric conditions we could expect to be somewhere between maybe 95 and maybe 102, 103 kPa, that would be pretty typical. OK so let's just have a quick look at a couple of examples here. But just as importantly we also need to make sure that there is a clean earth strap between the engine block and the chassis, and likewise we want to make sure that our battery is correctly earthed as well. Throttle Position Sensor (TPS) Calibration ... C l i c k o n A uto Calibrate . OK so with the NTC sensor we know that the resistance changes but that on its own is not a huge amount of use to our ECU. While some of these symptoms could also be signs of other engine issues, watch out for these symptoms of bad TPS, or throttle position sensor. At the same time we may also have other generic pressure sensors. Let's jump across to my laptop software. Let's say for arguments sake that our pull up resistor in this instance is 1000 ohm that's going to be fixed to one kilo ohm. The check engine light may remain on. Now with the G4 Plus we have the advantage here of being able to set our calibration in either ohms, or if we double click on this we can set voltage. Adjusting the 1.6 TPS Using an Ohm meter, measure for continuity between terminals TL and IDL: With a .016 inch feeler gauge inserted at the throttle stop screw, you should have continuity. That's really not going to give us the result we want. Now we get to the point where we can choose our calibration. Turn the ignition key to \"off\". So what we're doing is creating essentially a voltage divider by virtue of that pull up resistor inside the ECU. And by virtue of that pull up resistor, this becomes a voltage divider, which we're going to talk about in a little bit more detail shortly. So if we want to use that information, we'll have a look back at our calibration data for our Shane T temperature sensor, and I've actually added in an extra column here on the right hand side and this is our calculated output voltage here. So what we've got here is our fixed pull up resistor. So if we double for example the pressure applied to a MAP sensor, the voltage output from the sensor is also going to double. And in order to do this we need to add what's referred to as a pull up resistor to the ECU wiring. Another point to just note along those lines is the polarity of our wiring for an NTC thermistor style sensor isn't important. This means that the calibration data, the output from the sensor moves in a linear fashion. In particular we’ll look at setting up fluid pressure sensors, MAP sensors, and … And then we'll move on to our NTC sensors. OK I also mentioned that once we've actually calibrated the sensor we want to check that the sensor is reading sensibly. It's essential to make sure that the sensors are wired correctly to the ECU so that the ECU has the best chance possible of receiving the correct signal, or the signal that we're expecting to see. If our resistance one and our resistance two are equal, so in this case let's say that they're both sitting at 1000 ohms, one kilo ohm, we've got five volts in our input, what we're going to end up doing is splitting that voltage in half with our voltage divider, and we're going to end up with 2.5 volts as our output to our ECU, so just a real simple application of how that voltage divider works. We can generate a MAP pressure, manifold absolute pressure value for any x value, which is our voltage. The most common symptom is your check engine light . Now this time by virtue of the non linear nature of the NTC curve, our calibration data also is going to be non linear. We'll go back one step for a start though. So we can see that at 0.38 volts we have a MAP value of 15 kPa, at 4.75 we have a MAP value of 300 kPa. So the two calibration points at 0.5 volts output from the sensor we should be seeing zero volts, or our calibration point is zero volts. What we've done is we've taken our reference voltage, in this case I've put the reference voltage in our pull up resistor values up here on the right hand side. So essentially it's a case of if we have garbage data going into the ECU it's impossible for us to expect the ECU to be able to do its job properly and correctly control the fuel delivery, the ignition timing, and whatever other functionality that we're expecting the ECU to manage based on the input from the various sensors that are going into the ECU. And that's going to just convert the variable resistance that that sensor is seeing or the variable resistance from the sensor I should say, and that's going to convert that into a voltage which is ECU can actually use. If we can disable the pull up resistor, we're already getting a voltage output which we can read in our aftermarket ECU by virtue of the pull up in the stock ECU, the factory ECU, so that'll work. So we're going to have a number of five volt outputs at the ECU header. They're not always perfect though and we're going to discuss why that's the case shortly. Of course in this case we can choose whatever these voltages need to be to suit our manufacturer's data which gives us a little bit of flexibility. There's two ways of getting around this. So this is used for measuring, in this case we're actually using it for measuring exhaust manifold back pressure, obviously could be used for measuring a range of different properties where we're interested in a range that will span between zero and 150 psi. Then we've got two R values, two resistor values listed here we're got this R one, this is known as a pull up resistor. So that's always gonna be the best idea if we want to be absolutely sure of our sensor reading. So we're going to select analog voltage one, which currently isn't being used. Now as usual we will be having questions and answers at the end of today's webinar so if there's anything that I discuss that you'd like me to go into more detail on, or anything relating to sensors and sensor calibration with our ECUs that you'd like me to discuss, please put that into the comments or the chat and the guys will transfer those through to me, we'll deal with those at the end. And I'm gonna show you how that can be done. 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